Combined priming and auxiliary air-supply apparatus



N. M. ELWELL. COMBINED PRIMING AND AUXILIARY AIR SUPPLY APPARATUS.

APPLICATION FILED MAY 1, 1918.

Patented Mar. 8, 1921.

awe/WM N.'M. ELWELL.

COMBINED -PR!MIN G AND AUXILIARY AIR SUPPLY APPARATUS.

' APPLICATION FILED-MAYh 1918.

1,370,801. Patented Mar. 8,1921.

2 SHEE'FSSHEET 2.

NORRIS M. ELWELL, OF PHOENIXVILLE, PENNSYLVANIA.

COMBINED PRIMING AND AUXILIARY AIR-SUPPLY APPARATUS.

Application filed May 1,

T 0 all whomz't may concern:

Be it known that I, Nomus M. ELwnLL, a citizen of the United States,, residing at Phoenixville, in the county of Chester and State of Pennsylvania, have invented certain new and useful Improvements in Combined Priming and Auxiliary Air-Supply Apparatus; and I do hereby declare the following to be a full, clear, and exact descrlption of the invention, such as Wlll enable others skilled in the art to which it appertains to make and use the same.

My invention relates to a combined prlming and auxiliary air supply apparatus, for use in connection with internal combustion engines.

An important object of the invention is to provide means for connecting up the air sup ply valve with the carbureter valve, whereby both valves are under a smgle control.

A further object of the invention 1s to provide apparatus of the above mentioned character, which is simple in constructlon, 1nexpensive to manufacture, strong, durable, and highly convenient in use.

Other objects and advantages of the invention will be apparent during the course of the following description.

In the accompanying drawings forming a part of this specification and in which l ke numerals are employed to designate like parts throughout the same,

Figure 1 is a side elevation of apparatus embodying my invention, the same belng shown in use,

Fig. 2 is a horizontal sectional view taken on line 22 of Fig. 1,

Fig. 3 is a side elevation of the priming and air supply valves, together with associated elements,

Fig. 4 is a horizontal section through a T coupling and associated elements embodled in the invention, 7

Fig. 5 is a transverse section through the exhaust pipe, taken on line 5-5 of Fig. 1, showing the hot air supply pipe, and,

Fig. 6 is an elevation of the intake end of the hot air supply pipe, showing a strainer element thereon,

In the drawings wherein for the purpose of illustration is shown a preferred embodiment of my invention, the numeral 10 designates an internal combustion engine, having a gas intake manifold 11, and an exhaust pipe or manifold 12. The inlet manifold 11 has connection with the outlet end of a Specification of Letters Patent.

Patented Mar. 8, 1921.

1918. Serial No. 231,936.

carbureter 13, of any well known or preferred construction. A pipe 14 is connected with the carbureter and serves to supply gasolene or the like to the same. The gasolene is fed through the pipe 14 under suit able pressure, as is well known.

My improved apparatus comprises a T- coupling 15, including a transverse arm 16, and a longitudinal arm 17. Connected with the free end of the longitudinal arm 17 is a prlming pipe 18, having connection with the pipe 14 by means of a T-coupling 19, as shown. The transverse arm 15 has one end thereof screw-threaded within an opening 20, formed in the intake manifold 11, as more clearly shown in Fig. 2. The transverse arm 16 is provided with an elbow 21, at the opposite end thereof, having screwthreaded engagement with a coupling 22, in turn connected with a hot air supply pipe 23. This hot air supply pipe, as clearly shown in Figs. 1 and 5, extends upwardly and has a horizontal portion 24, disposed behind and in proximity to the exhaust manifold 12, to be heated thereby. As shown in Fig. 6, the intake end of the portion 24 of the pipe 23 is covered by a cupshaped strainer'element 25, to exclude dust or the like from the intake manifold. As clearly shown in Fig. 4, the screw-threaded end of the transverse arm 16 carries a perforated spray device or nozzle 16'.

The longitudinal arm 17 has a valve casing 27 formed therein, pivotally receiving a priming valve 28, having a stem 29. This valve is held to its seat bya spring 30. A crank 31 is provided, having a head 32, which is rigidly secured to the stem 29. The head 32 has a recess 33 formed therein, receiving a coiled spring 34, one end of which is attached tothe head 32, and the opposite end to the valve casing 27, and the function of this spring is to retain the crank 31 in the normal starting position with the priming valve closed. As clearly shown in Fig. 3, a stationary stop 35 is arranged between a pair of extensions 36 and 37, formed upon the head 32. When the lever 31 is in the normal starting position, the extension 37 engages the stop 35. The crank 31 is moved forwardly to open the priming valve by means of a cable 38 or the like, extending forwardly to the dash or the point in convenient reach of the operator of the automobile.

The transverse arm 16 is provided with a valve casing 39, pivotally receiving a hot air supply valve 40, which is vertically arranged and is provided at its upper end with a stem 41. The numeral 42 designates a crank having an opening formed therein to receive the stem 41, and provided with spaced jaws 43, which'are adjustably connected by a bolt 44. It is thus seen that means are provided to lock the crank 42 to the stem 41, at desired annular positions. The numeral 45 designates a stationary stop, disposed between extensions 46 and 47, the same serving to limit the movements of the crank 42. When the valve 40 is completely closed, the extension 47 engages with the sto 45.

he numeral 48 designates the stem of the carbureter or butterfly valve, having a crank 49 rigidly secured thereto. The crank 49 has pivotal connection with a link 50, the opposite end of which is pivoted within a selected opening 51 formed in the crank 42. A rod or rods (not shown) is connected with the crank 42 and extends to the steering wheel for connection with the usual gas le ver. If required several rods may displace the link 50.

The operation of the apparatus is as follows:

In starting the engine a rich charge or gine is then cranked, which may be effected by a self starter or manually, and the usual suction created within the cylinders, will draw a suitable amount of gasolene through the priming pipe 18 into the intake manifold 11. This gasolene passes into the intake manifold and becomes mixed with the air therein and is fed to the cylinder. When the engine starts the cable 38 is released and the priming valve 28 automatically closes.

The engine will now operate upon the lean mixture su plied from the carbureter, and the speed of the engine is increased by opening to a greater extent the carbureter valve. 'Asthis valve is further opened the hot air supply valve 40 is correspondingly opened, and the hot air is drawn in through the ipe 23 and discharges into the intake mani old,

'to become mixed with the incoming carbuof my invention or the scope of the subjoined claim.

Having thus described my invention what I claim is:

In a combined priming and auxiliary air supply apparatus, the combination with an internal combustion engine having intake and exhaust manifolds and a carbureter, of a T coupling having longitudinal and transverse arms, said transverse arm being provided with an elbow, a coupling threaded therein, an upwardly extended hot air supply pipe connecting with the last mentioned coupling and having a screened upper end disposed behind and in proximity to the exhaust manifold of the engine, a valve positioned in said elbow, the remaining transverse arm of the T coupling being extended into the intake manifold, a perforated spray device mounted on the last mentioned transverse arm of the T coupling within the intake manifold, means for operating said valve of the elbow for limiting movement of said valve to its open and closed positions, connections between said valve operating means and the butterfly valve of the carbureter whereby opening one of said valves will result in corresponding closing of the other of said valves, a priming pipe extended from the longitudinal arm of said T coupling and connected with the carbureter gasolene supply pipe, a valve within said longitudinal arm of the T coupling, means for resiliently retaining said last mentioned valve in position, means for operating said valve to move the same to closed and open position and means for limiting movement of the operating means in either direction.

In testimony whereof I aflix my signature in presence of two witnesses.

NORRIS M. ELWELL 

